Striking casting and coupler carrier iron



E. H. BLATTNER STRIKING CASTING AND COUPLER CARRIER IRON Apri127, 1954 Filed March 17, 1950 FIG. 1

FIG. 5

FIG. 2

FIG. 4

FIG. 3

Inventor Emil H. Blattner 'his Attorney Patented Apr. 27, 1954 STRIKING CASTING AND COUPLER CARRIER IRON Emil H. Blattner, Bufialo, N. Y., assignor to The Symington-Gould Corporation, Depew, N. Y., a corporation of Maryland Application March 17, 1950, Serial No. 150,253

2 Claims.

This invention pertains to a combination striking casting and coupler carrier iron for use as a component of a railway vehicle.

An object of the invention is to provide an improved combined striking casting, front draft lugs and coupler carrier iron wherein the combined unit is manufactured as a plurality of components and assembled subsequently as a unitary structure.

Another object of the invention is the provision of a removable coupler carrier iron so constructed and arranged with a striking casting that its vertical disposition may be altered easily to suit surrounding conditions.

A further object of the invention is the provision of a removable coupler carrier iron having surfaces so arranged and related with surfaces of a striking casting that no relative movement will take place between these two components as a coupler moves in response to draft or buffing forces, thereby eliminating wear and chattering at this juncture.

An added object of the invention is to provide an adjustable coupler carrier iron with the adjusting means constituting plates; the carrier iron and plates being so disposed that the insertion of a single plate will raise the coupler carrier iron a distance greater than the thickness of the plate.

The above and numerous other objects of this invention will become apparent from the succeeding description taken into consideration with the illustration of the accompanying drawing wherein:

Figure 1 is a partial plan and partial horizontal sectional view of a combined striking casting and coupler carrier iron unit embodying the present invention.

Figure 2 is a vertical sectional view considered longitudinally of the unit of Figure 1 and along the lines 22 thereof looking in the direction of the arrows.

Figure 3 is a partial front elevational view and partial vertical sectional view taken along the lines 3-3 of Figure 1 looking in the direction of the arrows.

Figure 4 is a sectional view taken along the lines i -4 of Figure 2 looking'in the direction of the arrows.

Figure 5 is a sectional view taken along the lines 55 of Figure 2 looking in the direction of the arrows.

Referring now in detail to the drawing wherein like reference characters indicate likeparts, the numeral i is employed'to designate, in a somewhat general manner, a combined striking casting and coupler carrier iron, sometimes hereinafter for the sake of brevity called a unit, embodying the present invention. The unit comprises a top or horizontal striker block 2 which normally extends forwardly of a car body end sill (2a) and is formed after a fashion of a U- shaped member opening inwardly of the car. This striker block functions somewhat as an anvil and therefore is arranged to receive and withstand hammer blows which may be imparted thereto by a coupler (not shown). Extending rearwardly from the striker block in a direction longitudinally of the unit or car is a top plate 3 arranged to underlie a top web 4 of the center sill, the latter of which forms a longitudinal member extending throughout the length of the car body. The extreme inner end of the top plate is formed with apertures 5 which permit the unit to be fastened to the center sill web with any desired means such as the illustrated rivets. Positioned on the longitudinal center line of the unit is a knee brace 6 which extends from the striker block rearwardly for a predetermined distance along the top plate to thereby reinforce the structure against blows or forces to which it may be subjected in service.

Projecting vertically or downwardly from adjacent lateral edges of the striker block and top plate are transversely spaced side walls 1 each of which lies adjacent to a related flange 8 of the center sill inwardly thereof. Each side wall is a preferably formed L or angle shape in horizontal section and therefore has, at its forward extremity, a front leg 9 which extends transversely of the car body beyond the limits of the related center sill flange. A knee brace lil is also employed between each front leg and side wall to reinforce this juncture as well as stiffen the side wall in the area where it may, in service, be subjected to the greatest forces. Along an area on each side of what is commonly termed the center line of draft, the latter of which is indicated in Figure 2 only of the drawing by the diagrammatic line marked A-A, each side wall is somewhat thickened as at I l and in this thickened area there is present a portion or a forward section of a draft key slot [2 which opens in a rearward direction or toward the interior of the car.

Various means may be employed to secure the side walls to the related flanges of the center sills but the preferred means is to form in each side wall a plurality of localized thickened areas conveniently spaced above and below the area I! with the excess metal forming the thickened area present on the inside surface of the side wall for reasons that are obvious. Each thickened area has extending partially thereinto, a drilling or circular recess 13 which opens outwardly toward a related center sill flange. Similarly, each related center sill flange is also provided with preferably a circular opening or hole is in axial alignmentwith a companion drilling, however, the hole is made slightly larger in diameter than its aligned drilling to present a stepped arrangement (see Figure particularly). Each aligned drilling and hole is completely occupied by aplug weld 15 thereby binding the striking casting to the center sill. It will lee-here noted that since the striking casting is subjected 'to"'draft and buffing forces and these forces are transmitted to the center sill, the plug welds will be subjected to shear forces only and thus a positive-and sturdy connection is formed between the striking casting and center sill. Also it will be here noted that this plug weld type of fastening means does not weaken the outer sill as would other types of fastening means, such as rivets-since the metal removed by the formation of the holes and drillings is replaced by the weld metal thereby bringing both the centersill and side wall sections up to their original cross section areas.

Forming a part or an extension of each side wall is a front draft lug it which for simplicity and cheapness in'manufacture is formed or cast as a separateccmponent or casting and subsequently, as will be hereinafter explained in de-- tail, secured to the striking casting to be made an integral part thereof. prises an auxiliary side wall ll outer surface it which is arranged Each front draft lug comhaving a flat to lie against a related center sill flange inwa 3; thereof. The rearrnost extremity of each auxiliary'side wall is provided with a 'reentrant'wall iii which extends normal to its related wall and projects inwardly of the center sill'for a predetermined distance, as clearly illustrated in Figure I particularly of drawing. "These two 're'entrant' wal which extend toward one another from the center sill flanges present vertical and transverse, rearwardly exposed surfaces 2i! against which a follower plate (not shown) is or may bearranged to abut so that as draft forces are'imparted to the coupler, the follower plate may abut the aligned surfaces as to transmit such forces to the draft sills as will be hereinafter made apparent. Because the front draft lugs are subjected to severe service shocksfthe reentrant walls mustnecessarily be reinforced and accordingly the lower edge of each draft lug has instanding therefrom a lower, triangular shaped gusset 2i merging with a related part of the reentrant wall. 'Spaced above the lower gusset is a pair of vertically spaced, intermediate, triangular shaped gussets 22 which ar parallel with respect toone another and substantially parallel with respect to the lower gusset to also merge with'the reentrant wall to reinforce the latter against service'impacts. Because the reentrant wall need not be as the center sill flange, the former is terminated short of the top of the center sill which presents a top sloping edge which instanding therefrom a top gusset 23 which also merges, at its trailing end, with the reentrant wall. This top gusset at its highest point flattens out at an elevation at the same level as. the striking casting top plate to form in effect, a continuaticn thereof. The horizontal meeting edges 24% of the top plate and top gusset as well as the vertical juxtapositioned edges 25 of the side wall and auxiliary side wall are preferably cut on'an'angle sets is devoid of metal so that'these gussets define another portion of a key guideway or slot 2? which, when considered with the portion it, forms a complete opening for the reception of a draft key (not shown) and in this manner sec- .tions of the draft key slot or guideway are formed i means maybe selected from both the striking casting and front draft lugs to further'simplify manufacture of these components.

Again it may be stated that many methods or to secure the draft lugs to the center sill flanges but it is preferred, in the instant structure to form localized thickened areas or regions 28 in the auxiliary side wall of each draft lug. A plurality of such regions is provided for each auxiliary side wall but the exact number and locationthereof is entirely optional so long as they are of sufficient numbers to meet the particular conditions under which the unit is to be used. These thickened areas are somewhat bulbous in nature asviewed particularly in ure 5 of the drawing andeaeh' is provided with a centralized, circular drilling'2e which extends only partially into the area and opens outwardly of the draft "lug'toward'the center sill flange. Also, the center sill flange, in alignment with each drilling has formed'therein an aperture so of slightly larger diameter than the related drilling to again present a stepped arrangement. These circular drillings and apertures have deposited therein plug welds 3 l which occupy completely these openings andsecurely bind the draft lugs to the center sill flanges. Also it'will noted that these plug welds '3! will b subject to shear forces only in serviceand again the particular type of securing means 'willpermit the center sills as well as'the draft lugs to maintain their original cross sectional areas.

The strilring casting is also arranged and constructed so as to perform other'functions; one such function is to prevent the lower extremities of the center sills from spreading or being urge-c toward one another or, in other words, moving transversely of the car from a predisposed position. loward the accomplishment of'this function there is formed at the lower, forward extremities of the side walls, aconnecting member or tie 32 which is formed or cast integrally with the side walls to define with the'latter and strilier block an opening through which a coupler stem (not shown) may extend. Thistle not only connects the side walls but it also functions as coupler support and toward'this end'the tie is formed-desirably u-shaped in vertical section.

The structural details of the tie comprises a lower wall 3 3 merging, at its for-ward edge into a vertical, front flangc'fib and at its rearward edge into a vertical rear flange as to present an upwardly opening basket effect or housing.

Positioned within the tie is a coupler carrier iron formed in part by a bottom wall 3i merging with horizontally spaced, vertically directed front and rear walls 33 and 39, respectively. These front and rear walls extend vertically for a height equal to a slight distance above companion tie front and rear flanges where they are capped or topped by a bearing plate 40 which is substantially horizontallydisposed. "The bearing plate extends longitudinally of the'unit beyond the vertically extended limits of the tie flanges to thereby present an operable supporting area for the purpose which will be made hereinafter apparent. In order to further rigidify this separable ccrnponent, an intermediate web iii and end walls 442 join the above described or detailed elements of the coupler carrier iron, with the end walls being spaced a slight distance from the striking casting side walls by an amount sufncient to insure a free introduction of the coupler carrier iron in the tie; see Figures 1, 3 or 4. Mounted upon the coupler carrier iron is a carrier wear plate 43 comprising a bed plate 44 resting directly upon or supported by the carrier iron bearing plate. The wear plate is interlocked with the carrier iron by means of horizontally spaced, transversely directed, end flanges which depend from the bed plate to overlap the bearing plate. Further, the trailing edge of the bearing plate is provided with a substantially central indentation it into which there extends a protuberance 41 formed at the juncture of the bed plate and one of the end flanges to thus assist in preventing the carrier wear plate from shifting relative to the carrier iron.

Since the wear plate functions as a direct support for the coupler stem and the coupler must be maintained at a standard height, the carrier iron and tie are related in such a manner that the carrier wear plate may be made to assume a desired or particular height. Also as a preface to the remaining description, it may be well at this point to note that if the coupler carrier iron is held against a shifting action longitudinally of the unit and relative to the tie, no wear will take place on these mated components and also obviously, no noise or chatter will be created.

Toward to fulfillment of the above there is provided one or a plurality of adjusting plates or shims 48 interposed between the carrier iron bottom wall and tie lower wall. The number of shims to be employed depends entirely upon the vertical disposition of the carrier wear plate. It may also be noted that as the use of the wear plate continues it will become thinner in thickncss due to the substantially constant movement r of the coupler stem relative to the wear plate and longitudinally of the unit. As wear progresses it will become necessary to insert an additional shim to thus maintain a desired coupler height. Since the shims should, to expedite matters, be insertable without removing the coupler, carrier wear plate and coupler carrier iron, one of the side walls of the striking casting is provided with a key way 49 communicating with the tie and as such has a bottom widened mouth 59 of suitable size to permit the free application of a shim or shims. The bottom of the keyway is defined by a part of the side wall or an abutting shoulder 5! see Figure 4and this shoulder overlaps the shims to prevent their accidental'loss or unwarranted removal. Also forming a part of the keyway is an upper restricted opening 52 which is in alignment somewhat with a cored opening 53 formed in an adjacent carrier iron end wall 42. To insert a shim, the coupler is first lifted or elevated above the wear plate and then by inserting a rod 54 in the restricted and cored openings carrier iron may be raised so that a shim 48a may then be threaded through the widened mouth and disposed beneath the carrier iron bottom wall, to thus effect a raisin of the wear plate for the value of the shim.

The lower wall of the tie is inclined longitudinally of the unit relative to the companion flanges and 35. Because of this angular disposition or inclination of the lower wall, the shims are also retained at an inclined position and thus when a shim is inserted between the bottom and lower walls the .wear plate will be raised by an amount in excess of the thickness of the applied shim. This will result in the use of light shims to raise the wear plate through a greater distance as compared with disposin the shims flat or horizontally where, in the latter instance, only the true thickness of the shim would be realized. The bottom wall of the carrier iron is disposed also at an incline or complementary with the shims and lower wall. This arrangement will result in a wedging action to maintain the front wall 38 at all times or constantly in intimate contact with the tie front flange 35 and accordingly no chucking, noise or wear will be created at this juncture or location.

From the above it will be noted that various changes and alterations may be made to the illustrated and described form of this invention without departing from the spirit of this invention or the scope of the appended claims.

I claim: I

1. In combined striking casting and coupler carrier iron, the combination of, transversely spaced side walls, a striker block extending between and integrally formed with said side walls adjacent an upper edge thereof, a U-shaped tie extendingbetween and integrally formed with said side walls adjacent a lower edge thereof, said 0 tie having horizontally spaced vertical flanges joined adjacent lower extremities by a wall disposed at an incline to said flanges, and a carrier iron support by and within said tie and having a portion thereof positioned above and overlying said flanges; said carrier iron having a top horizontal surface for supporting a coupler; said carrier iron having a lower surface complementary to said inclined wall so as to maintain said carrier iron at all times against one of said flanges.

2. In a combined striking casting and coupler carrier iron, the combination of, transversely spaced side walls, a striker block extendin be tween and integrally formed with said side walls adjacent an upper edge thereof, an upwardly opening U-shaped tie extending between said side wall and formed integrally therewith, said tie comprising an outer flange and an inner flange of dilierent vertical extent, a lower wall inclined with respect to and joining said flanges, an inclined shim supported by said lower wall, a carrier iron within said tie and carried by said shim, said carrier iron being held away from said lower wall by a vertical distance greater than the thickness of said shim, and said lower wall, shim and carrier iron being so arranged as to maintain a constant contact between said carrier iron and front flange.

References Cited in the file of this patent UNITED STATES PATENTS Number Name Date 1,4055% Neikirk Feb. 7, 1922 2,222,480 Cottrell Nov. 19, 1940 2,271,907 Wilson Feb. 3, 1942 2,355,524 Garlock et a1 Aug. 8, 1944 2,392,599 Light Jan. 8, 1946 2,492,337 Travilla Dec. 27, 1949 

